CN106335511B - Method for preventing clutch of vehicle from overheating - Google Patents

Method for preventing clutch of vehicle from overheating Download PDF

Info

Publication number
CN106335511B
CN106335511B CN201510843925.7A CN201510843925A CN106335511B CN 106335511 B CN106335511 B CN 106335511B CN 201510843925 A CN201510843925 A CN 201510843925A CN 106335511 B CN106335511 B CN 106335511B
Authority
CN
China
Prior art keywords
clutch
torque
vehicle
controller
temperature
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201510843925.7A
Other languages
Chinese (zh)
Other versions
CN106335511A (en
Inventor
曹云起
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Modern Auto Co Ltd
Original Assignee
Modern Auto Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Modern Auto Co Ltd filed Critical Modern Auto Co Ltd
Publication of CN106335511A publication Critical patent/CN106335511A/en
Application granted granted Critical
Publication of CN106335511B publication Critical patent/CN106335511B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0291—Clutch temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F16D2500/3111—Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/31426—Brake pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50825—Hill climbing or descending
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50841—Hill hold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7101—Driver alarm
    • F16D2500/7102—Driver alarm by provoking vibrations of a vehicle part
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7107—Others
    • F16D2500/7109—Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Oil, Petroleum & Natural Gas (AREA)

Abstract

The present invention relates to a method for preventing a clutch of a vehicle from overheating. The method may include: determining, with a controller, whether a state of a vehicle satisfies a hill hold condition; acquiring, with a controller, a temperature of a clutch between an engine and a transmission when a hill hold condition is satisfied; applying, with a controller, a first torque having a predetermined square wave shape to the clutch when the temperature of the clutch reaches a first temperature; and applying a second torque having a predetermined sine wave shape to the clutch with the controller when the temperature of the clutch reaches a second temperature higher than the first temperature.

Description

Method for preventing clutch of vehicle from overheating
Technical Field
The present invention relates to a method for preventing a clutch of a vehicle from being overheated in a case where the vehicle is stopped on an uphill road only by operating an accelerator pedal.
Background
Clutches provided between the engine and the transmission are classified into dry clutches and wet clutches. A dry clutch means that the surface of its clutch plates is dry and there is no oil present in its working parts. This type of clutch is mainly applied to a manual transmission of a vehicle. That is, since no oil exists in the operating portion of the clutch, the dry clutch may be damaged by combustion due to heat generated by friction or abrasion.
In general, a dry clutch is applied to a Dual Clutch Transmission (DCT) as an automatic manual transmission. When a hill hold state (in which a vehicle having a DCT is in a stationary state on an uphill road only by a driver operating an accelerator pedal) is formed, overheating of the clutch may occur due to slipping of the clutch caused by a difference between a target rotation number of the engine and a rotation number of the input shaft.
Accordingly, in order to ensure the durability of the clutch in the hill hold state, a technique of warning the driver in advance using a vibration logic (shaking logic) is disclosed. The shock logic is a control logic: when the hill hold condition is satisfied, the back-and-forth vibration of the vehicle is generated by applying the clutch torque having a square wave shape, thereby warning the driver of the possibility of clutch overheating.
However, in the case where the hill hold state is continued regardless of the intention of the driver after the warning using the vibration logic, the temperature of the clutch reaches the warning high temperature after the lapse of about 1 minute, and the clutch is forcibly released after further 30 seconds. Therefore, the driver still suffers from inconvenience.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
Various aspects of the present invention are directed to provide a method for preventing a clutch of a vehicle from overheating, which is capable of preventing the clutch from generating heat by causing the vehicle to move or causing a brake to be actuated by a driver by making it difficult to stop the vehicle on an uphill road only by operation of an accelerator pedal by varying a clutch torque according to a clutch temperature when a hill-holding condition is satisfied.
According to an aspect, a method for preventing a clutch of a vehicle from overheating according to an exemplary embodiment of the present invention may include: determining, with a controller, whether a state of a vehicle satisfies a hill hold condition; acquiring, with a controller, a temperature of a clutch between an engine and a transmission when a hill hold condition is satisfied; applying, with a controller, a first torque having a predetermined square wave shape to the clutch when the temperature of the clutch reaches a first temperature; and applying a second torque having a predetermined sine wave shape to the clutch with the controller when the temperature of the clutch reaches a second temperature higher than the first temperature.
The first torque may be a square wave shaped torque repeatedly switched between a maximum value that is constantly larger than a target value for a predetermined time and a minimum value that is constantly smaller than the target value for a predetermined time, and the target value may be a target clutch torque depending on a displacement amount of the accelerator pedal.
The second torque may be a sine wave-shaped torque formed along a target value of the first torque having a square wave shape.
The controller may be a Transmission Control Unit (TCU).
The controller may stop applying the first torque or the second torque when the brake is operated during the application of the first torque or the second torque.
The controller may stop applying the first torque or the second torque when the ramp holding condition is not satisfied during the applying of the first torque or the second torque.
The controller may determine that the hill hold condition is satisfied when the amount of displacement of the accelerator pedal is greater than a predetermined amount and the vehicle speed is zero.
According to the above-described method for preventing the clutch of the vehicle from overheating, in the case where the vehicle is stopped on an uphill road only by the operation of the accelerator pedal, the clutch can be prevented from overheating by inducing the vehicle to move or by the brake.
Further, the clutch can be prevented from overheating without any additional device, and customer dissatisfaction due to a large amount of warning or release of the clutch can be avoided.
The methods and apparatus of the present invention have other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings, which are incorporated herein, and the following detailed description, which together serve to explain certain principles of the invention.
Drawings
Fig. 1 is a diagram illustrating an apparatus for preventing a clutch of a vehicle from overheating according to an exemplary embodiment of the present invention;
fig. 2 is a diagram illustrating a method for preventing a clutch of a vehicle from overheating according to an exemplary embodiment of the present invention;
fig. 3 is a graph depicting a first torque and a second torque according to an exemplary embodiment of the present invention.
It is to be understood that the appended drawings are not to scale, but are diagrammatic and simplified in nature to illustrate various features of the present invention. Specific design features of the invention disclosed herein, including, for example, specific dimensions, orientations, locations, and configurations, will be determined in part by the particular intended application and use environment.
In the drawings, like numerals refer to like or equivalent parts of the invention throughout the several views of the drawings.
Detailed Description
Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments, it will be understood that this description is not intended to limit the invention to those exemplary embodiments. On the contrary, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.
Hereinafter, a method for preventing a clutch of a vehicle from being overheated according to an exemplary embodiment of the present invention will be described in more detail with reference to the accompanying drawings.
Fig. 1 is a diagram illustrating an apparatus for preventing a clutch of a vehicle from overheating according to an exemplary embodiment of the present invention, fig. 2 is a diagram illustrating a method for preventing a clutch of a vehicle from overheating according to an exemplary embodiment of the present invention, and fig. 3 is a graph depicting first and second torques according to an exemplary embodiment of the present invention.
Referring to fig. 1 to 3, a method for preventing a clutch of a vehicle from overheating may include: determining whether a state of the vehicle satisfies a hill-hold condition with the controller 1 (S100); acquiring a temperature of a clutch 7 between an engine 3 and a transmission 5 using a controller 1 when a hill hold condition is satisfied (S110); applying a first torque having a predetermined square wave shape to the clutch using the controller 1 when the temperature of the clutch 7 reaches a first temperature (S140); when the temperature of the clutch 7 reaches a second temperature higher than the first temperature, a second torque having a predetermined sine wave shape is applied to the clutch with the controller 1 (S150).
In this embodiment, the ramp holding condition refers to a state in which: the driver attempts to prevent the vehicle from moving backward on an uphill road using only the operation of the accelerator pedal.
That is, when it is determined that the vehicle is in a hill hold state in which the driver stops the vehicle on an uphill road using only the operation of the accelerator pedal, the controller 1 may acquire the temperature of the clutch 7 in order to determine whether overheating occurs. Subsequently, the controller 1 may determine that the temperature of the clutch 7 reaches a first temperature (S120), and may also determine that the temperature of the clutch 7 reaches a second temperature higher than the first temperature (S130).
In the case where the temperature of the clutch 7 reaches the first temperature (i.e., 170 deg.c) lower than the second temperature, it is determined that there is a possibility that the clutch 7 is overheated, so that the controller 1 applies the first torque having a square wave shape to the clutch 7. When the first torque is applied to the clutch 7, the driver can recognize the possibility of the clutch 7 overheating by the back-and-forth vibration of the vehicle.
Further, when the temperature of the clutch 7 reaches the second temperature (i.e., 250 ℃), it is determined that there is a greater possibility that the clutch 7 will overheat, so that the controller 1 applies the second torque having a sine wave shape to the clutch 7. When the second torque is applied to the clutch 7, although the driver makes the displacement amount of the accelerator pedal constant, slight movement of the vehicle forward and backward makes it difficult to keep the vehicle in a stopped state on an uphill road without using a brake.
Therefore, in the case of a hill hold state in which the vehicle is stopped on a hill with only the operation of the accelerator pedal, the driver can prevent the clutch from overheating by moving the vehicle forward or braking by applying torque. The constraint values of the first temperature and the second temperature as described above are merely examples, which may vary according to the vehicle, the designer, or the driving environment.
At this time, the controller 1 may be a Transmission Control Unit (TCU) capable of applying the first torque or the second torque to the clutch 7 via the transmission 5.
Also, the first torque may be a square wave shaped torque repeatedly switched between a maximum value that is constantly larger than a target value for a predetermined time and a minimum value that is constantly smaller than the target value for a predetermined time, which may be a target clutch torque depending on the displacement amount of the accelerator pedal.
That is, when the temperature of the clutch 7 reaches the first temperature, the controller 1 applies the clutch torque having a square wave shape (continuously changing between high and low torques based on the target clutch torque) to the clutch 7 until the temperature of the clutch reaches the second temperature.
Referring to fig. 3, although the vehicle satisfies the hill hold condition, the controller 1 applies only the target torque to the clutch 7 without applying additional torque until the temperature of the clutch 7 reaches the first temperature. However, when the temperature of the clutch 7 reaches the first temperature, applying the first torque having a square wave shape to the clutch 7 causes the clutch torque to vary between high and low torques as compared with the engine torque. When the clutch torque is greater than the engine torque, the vehicle moves slightly forward on an uphill road. When the clutch torque is less than the engine torque, the vehicle moves slightly rearward on an uphill road. Accordingly, a slight vibration of the vehicle may occur on an uphill road. Here, the predetermined time of the first torque may affect the vibration of the vehicle, and the predetermined time of the first torque may be set to a short time within the vibration level of the vehicle. For example, the predetermined time may be set to less than 1 second.
Therefore, when the vehicle satisfies the hill-hold condition, applying the clutch torque having the square wave shape to the clutch 7 can inform the driver of the overheating of the clutch 7.
Also, the second torque may be a sine wave shaped torque formed along the target value of the first torque having a square wave shape.
That is, when the temperature of the clutch 7 reaches the second temperature, the controller 1 may apply a clutch torque of a sine wave shape that is periodically regular and centered on the target clutch torque to the clutch 7. At this time, the second torque may include a square wave characteristic of the first torque.
As shown in fig. 3, in the case where the temperature of the clutch 7 reaches the second temperature, the controller 1 applies a second torque (which is formed by combining a square wave shape and a sine wave shape that vary between high and low torques as compared to a periodically constant engine torque) to the clutch 7, so that the vehicle slightly moves back and forth on an uphill road. In this case, the driver is not able to keep the vehicle stationary on an uphill road by holding the displacement amount of the accelerator pedal, and can be prompted to move the vehicle by operating the brake or by increasing or decreasing the displacement amount of the accelerator pedal.
Therefore, it is possible to stop the vehicle on a slope using only the accelerator pedal without any warning device, and to prevent the occurrence of clutch overheating.
Also, the controller 1 may stop applying the first torque or the second torque when the brake is operated during the execution of applying the first torque (S140) or applying the second torque (S150).
That is, the controller 1 applies the first torque to the clutch 7 by determining that the clutch 7 is overheated, so that the driver recognizes the overheating of the clutch 7, or the controller 1 applies the second torque to the clutch, so that it is difficult to keep the vehicle in the hill-hold state with only the operation of the accelerator pedal. At this time, since no additional warning is required, when the driver recognizes the overheating of the clutch 7 and operates the brake, the application of the first torque or the second torque may be stopped.
Therefore, even if the driver operates the brake, the first torque or the second torque can be applied to the clutch 7 via the controller 1, thereby preventing the occurrence of bad feeling due to unnecessary front-rear vibration of the vehicle.
Also, the controller 1 may stop applying the first torque or the second torque when the slope keeping condition is not satisfied during applying the first torque (S140) or applying the second torque (S150). That is, in the case where the driver recognizes the overheating of the clutch 7 and attempts to move the vehicle, the controller 1 may stop applying the first torque or the second torque since the hill hold condition is not satisfied.
Thus, even if the driver moves the vehicle, it is possible to prevent deterioration of the driving ability of the driver from occurring by constantly applying the first torque or the second torque to the clutch 7 via the controller 1.
Also, the controller 1 may consider that the hill hold condition is satisfied when the displacement amount of the accelerator pedal is larger than a predetermined amount and the vehicle speed is zero.
The controller 1 may receive a displacement amount of an accelerator pedal from a Throttle Position Sensor (TPS), and may receive information of a vehicle speed from a vehicle speed sensor. Even if the driver operates the accelerator pedal by a displacement amount larger than the predetermined displacement amount, the slope holding state in which the vehicle is in a stationary state on an uphill road only by the operation of the accelerator pedal can be determined in the case where the vehicle speed is zero. Further, the controller 1 may receive characteristics of the engine RPM from the engine 3 and the inclination of the road surface and the like from an inclination sensor, and determine whether the slope keeping condition is satisfied based on these characteristics.
According to the above-described method for preventing the clutch of the vehicle from overheating, in the case where the vehicle is stopped on an uphill road only by the operation of the accelerator pedal, the clutch can be prevented from overheating by causing the vehicle to move or by using the brake.
Further, the clutch can be prevented from overheating without any additional device, and customer dissatisfaction due to a large amount of warning or release of the clutch can be avoided.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the following claims and their equivalents.

Claims (7)

1. A method for preventing overheating of a clutch of a vehicle, comprising:
determining, with a controller, whether a state of a vehicle satisfies a hill hold condition;
acquiring, with a controller, a temperature of a clutch between an engine and a transmission when a hill hold condition is satisfied;
applying, with a controller, a first torque having a predetermined square wave shape to the clutch when the temperature of the clutch reaches a first temperature; and
applying, with the controller, a second torque having a predetermined sinusoidal wave shape to the clutch when the temperature of the clutch reaches a second temperature higher than the first temperature.
2. The method for preventing overheating of a clutch of a vehicle according to claim 1, wherein the first torque is a square wave shaped torque repeatedly switched between a maximum value and a minimum value, wherein the maximum value is constantly greater than a target value for a predetermined time and the minimum value is constantly less than the target value for the predetermined time;
the target value is a target clutch torque that depends on the displacement amount of the accelerator pedal.
3. The method for preventing overheating of a clutch of a vehicle according to claim 2, wherein the second torque is a sine wave shaped torque formed along a target value of the first torque having a square wave shape.
4. The method for preventing overheating of a clutch of a vehicle as set forth in claim 1, wherein said controller is a transmission control unit.
5. The method for preventing overheating of a clutch of a vehicle according to claim 1, wherein the controller stops applying the first torque or the second torque when a brake is operated during the applying of the first torque or the second torque.
6. The method for preventing overheating of a clutch of a vehicle according to claim 1, wherein the controller stops applying the first torque or the second torque when a ramp holding condition is not satisfied during applying the first torque or the second torque.
7. The method for preventing overheating of a clutch of a vehicle according to claim 1, wherein the controller determines that a hill hold condition is satisfied when a displacement amount of an accelerator pedal is greater than a predetermined amount and a vehicle speed is zero.
CN201510843925.7A 2015-07-07 2015-11-26 Method for preventing clutch of vehicle from overheating Active CN106335511B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2015-0096361 2015-07-07
KR1020150096361A KR101655692B1 (en) 2015-07-07 2015-07-07 Method for preventing overheat of clutch

Publications (2)

Publication Number Publication Date
CN106335511A CN106335511A (en) 2017-01-18
CN106335511B true CN106335511B (en) 2019-12-27

Family

ID=56950552

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201510843925.7A Active CN106335511B (en) 2015-07-07 2015-11-26 Method for preventing clutch of vehicle from overheating

Country Status (3)

Country Link
US (1) US9695888B2 (en)
KR (1) KR101655692B1 (en)
CN (1) CN106335511B (en)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101813542B1 (en) * 2016-10-06 2018-01-30 현대자동차주식회사 A hybrid vehicle and controlling method for the same
FR3063473A1 (en) * 2017-03-06 2018-09-07 Peugeot Citroen Automobiles Sa METHOD OF THERMALLY PROTECTING A CLUTCH DEVICE OF A VEHICLE, IN PARTICULAR A MOTOR VEHICLE
KR102262135B1 (en) * 2017-05-01 2021-06-09 현대자동차주식회사 Shifting control method for hybrid vehicles with dual clutch transmission
CN108297855B (en) * 2018-03-26 2020-08-07 重庆长安汽车股份有限公司 Clutch operation control method and device and power coupling system
KR102205546B1 (en) 2019-04-18 2021-01-20 계명대학교 산학협력단 real time monitoring apparatus and method for manual clutch of vehicle
KR102209763B1 (en) 2019-04-18 2021-01-29 계명대학교 산학협력단 real time watchdog service apparatus and method for manual clutch of vehicle
CN111071255B (en) * 2019-12-30 2021-01-22 吉利汽车研究院（宁波）有限公司 Overheating protection control method for dual-clutch automatic transmission
CN111532275B (en) * 2020-06-22 2020-10-16 北京航空航天大学 Protection control device and protection control method for wet-type gear shifting clutch
CN114379530B (en) * 2021-04-19 2024-04-02 长城汽车股份有限公司 Overheat protection method and device for transfer case and terminal equipment
CN115163825B (en) * 2022-06-28 2024-06-14 中国第一汽车股份有限公司 Overheat protection method and device for wet double-clutch automatic transmission and electronic equipment

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5823912A (en) * 1995-01-28 1998-10-20 Luk Getriebe-Systeme Gmbh Method and apparatus for detecting friction heat of a clutch and regulating the clutch
CN103375577A (en) * 2012-04-20 2013-10-30 通用汽车环球科技运作有限责任公司 Adaptable thermal management of a vehicle dual-clutch transmission
WO2014118228A1 (en) * 2013-01-29 2014-08-07 Ford Global Technologies, Llc Integrated cooling system for a dry dual clutch of a dual clutch transmission
CN104590252A (en) * 2013-11-01 2015-05-06 上海汽车集团股份有限公司 Reverse sliding control method based on stability control system (SCS)

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4034089B2 (en) 2002-03-07 2008-01-16 株式会社日立製作所 Creep control device and method for automatic transmission
JP2006001338A (en) * 2004-06-16 2006-01-05 Hitachi Ltd Controller and control method for vehicle equipped with automatic clutch, and vehicle
US8370037B2 (en) * 2004-06-30 2013-02-05 Schaeffler Technologies AG & Co. KG Method for the protection of an automatically actuated clutch of a vehicle from overload
JP4715132B2 (en) * 2004-08-25 2011-07-06 アイシン精機株式会社 Clutch control device
JP4356665B2 (en) 2005-08-25 2009-11-04 トヨタ自動車株式会社 Multiple clutch transmission
KR20100113241A (en) * 2009-04-13 2010-10-21 현대자동차주식회사 Method for improving climbing performance of hybrid electric vehicle
EP2641800B1 (en) 2010-10-21 2020-03-04 Nissan Motor Co., Ltd Vehicle drive force control device
JP5724291B2 (en) * 2010-10-26 2015-05-27 日産自動車株式会社 Vehicle control device
KR101816322B1 (en) * 2012-07-16 2018-01-08 현대자동차주식회사 Control method for preventing backward moving of hybrid electric vehicle
JP5725087B2 (en) 2013-06-06 2015-05-27 日産自動車株式会社 Control device for hybrid vehicle
KR101611079B1 (en) * 2014-09-24 2016-04-21 현대자동차주식회사 Method and system for preventing overheat of clutch by compulsory creep driving
KR20160133162A (en) * 2015-05-12 2016-11-22 현대자동차주식회사 Method for controlling clutch of vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5823912A (en) * 1995-01-28 1998-10-20 Luk Getriebe-Systeme Gmbh Method and apparatus for detecting friction heat of a clutch and regulating the clutch
CN103375577A (en) * 2012-04-20 2013-10-30 通用汽车环球科技运作有限责任公司 Adaptable thermal management of a vehicle dual-clutch transmission
WO2014118228A1 (en) * 2013-01-29 2014-08-07 Ford Global Technologies, Llc Integrated cooling system for a dry dual clutch of a dual clutch transmission
CN104590252A (en) * 2013-11-01 2015-05-06 上海汽车集团股份有限公司 Reverse sliding control method based on stability control system (SCS)

Also Published As

Publication number Publication date
KR101655692B1 (en) 2016-09-08
US9695888B2 (en) 2017-07-04
US20170009823A1 (en) 2017-01-12
CN106335511A (en) 2017-01-18

Similar Documents

Publication Publication Date Title
CN106335511B (en) Method for preventing clutch of vehicle from overheating
US8874339B2 (en) Method of estimating transmission torque of dry clutch of vehicle
JP2007126040A (en) Control device of vehicle
US8897980B2 (en) Method of estimating transmission torque of dry clutch of vehicle
US9470279B2 (en) Dry clutch control method for vehicle
KR101611079B1 (en) Method and system for preventing overheat of clutch by compulsory creep driving
CN107084211B (en) Method of learning clutch contacts for DCT vehicles
CN108216239A (en) The control method of vehicle with DCT
JP5655635B2 (en) Creep vehicle speed control device
JP2017129216A (en) Control device of power transmission device for vehicle
JP2017129257A (en) Control device of power transmission device for vehicle
JP2014159207A (en) Engine start control device for hybrid vehicle
CN106523688B (en) Method for crawling moment of torsion control of the freeing vehicle before parking
JP2007118862A (en) Creep controller
JP6572637B2 (en) Vehicle control device
CN106594113A (en) Method for controlling clutch of vehicle
CN107021089B (en) Vehicle, control device for vehicle, and control method for vehicle
US10184533B2 (en) Control method for vehicle with DCT
CN104340211A (en) Method of controlling stopping and starting of engine
JP2004076897A (en) Control device of on-vehicle clutch
KR20180051712A (en) Method for preventing overheat of clutch in vehicle
JP5355164B2 (en) Control device for automatic transmission
EP2978649B1 (en) Method and device for controlling the restarting of a vehicle provided with an automatic transmission
KR20190041095A (en) Method for learning clutch touch point of automated manual transmission type vehicles
JP7092077B2 (en) Estimator and estimation method

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant